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Sorry to be so late Doc. If you mean mine they are in post #44.

Pretty good estimating Rob, pretty good............... Let's put a mild 8.2:1 360 on the dyno.

Shoulda gone with the blue muscle suit with a big red "S" on the chest.

And so........the answer is?

Hughes was probably confused if the "....bolts were bottoming out on the studs..." and you "....put washers into the nuts...." Though we all know what you meant. Nuts running out of threads on the studs and you put washers under the nuts. The OP would help greatly, if there was a picture of...

How many threads should be showing on a Harland Sharp rocker arm? Let Harland Sharp tell you! Read the very first tech tip. Untitled 1 "should not exceed".......hmmm I wonder what that means?

Don't listen to anyone here except for those who tell you to contact Mike! Anyone else who has never used one of these kits needs to be quiet and not speculate. Sometimes mistakes are made and if there are any, only Mike can set you on the right path with his kit. I make a similar kit for myself...

Scroll down to HP Engines where their 406 made 600+ horsepower. The 2011 AMSOIL/Mopar Muscle Engine Challenge, Part 2 - Mopar Muscle Magazine

Hmm.......the throttle position has always determined where each of my engines has 'liked' to rev to. It's always been me to decide what my engine liked and I've left my engine's feelings out of it.

Yep, I have, for others. But for myself? Ah, ha, ha, ha, he, he, he, oh, ho, ho, ho...........

The 451 made 723 on Comp's dyno and 787 a few weeks later. We felt like this 500 could make close to 800 before it got toasted. The short block still sets in an AREngineering engine dolly beneath the shops electrical fuse panel. One just never knows, does one?

Aside from what you see on the outside? Lesse, 56% leakdown with 15 bent valves. Cranking over it would spit back through the carburetor and we couldn't throw enough ignition advance in it to keep the exhaust pipes from glowing red. Nothing much else, 93 octane Sunoco, 11.9:1, our ported 906...

Sah good question! It's kinda like this, I didn't build that engine. We were over fiddle-farting with our engine......... ..............and we hear a WHUMP over from Comp Cam's dyno room. I took those pictures as they tore the engine down. With ours, the only problem we had was they...

The valve head? They found it down in that hole into the water jacket. There wasn't any cylinder wall remaining on the cam valley side of the engine.

The valve head didn't make it all the way to Mr. oil pan like the piston. Those chunks? They did come through the crack. Before the head was pulled you could see the cam and lifters through the exhaust port. This is sorta what happens if you put big valves in a 915 head, put them on a 361...

AND where do you suppose that sneaky little exhaust valve head went to?

So like the stupid thing just shuts itself off on the dyno?

The 250 was supposed to be a 1968 383 head only. Sometimes you see it listed for the 440 but I have never pulled a 250 head off anything but a 383. They flow like a 516 head, which is poor. The 250 appears to be a 516 head with a large combustion chamber. Porting them they will be better, but...

694 HP engine dyno, 554 RWHP 848 HP engine dyno, 696 RWHP Both running 833 4-spds

I am a high volume pump man.

If your crank grinder knows what he is doing, there is no way I would worry about it. I have a 451 with a ground 440 forged crank. Never had it hardened. Made 620 HP and drove around in a 71 Road Runner. Tore it down and inspected the bearings. Put it back together a little differently and made...

When the valves float, or the lifters pump up as they launch over the closing ramp, it is generally the exhaust valve that hits, as the piston is coming up towards the exhaust valve when it is being held open, and the piston is going down away from the intake valve if it were floating. Yeah, I...

You ask EFI questions beyond the scope of my knowledge. Opinions on such will not be given. I think that for the most part, opinions are mostly B.S.

I'm with you Brain. I have had Indy X heads on the flow bench since 2010. I know that the flows he has posted are pure crap.

Haven't done any work with those combinations.

A pump gas small block making 656 HP at 5,900 rpm...........one can dream I suppose.

We need to remember that 2-bbl carburetors were rated at 3" of vacuum and 4-bbl carburetors are rated at 1-1/2" of vacuum. A 1,350 cfm 3 x 2bbl is about 950 cfm as a 4-bbl.

For me it's Jumbo. If a little is good, a lot is mo' betta.

A Technical Editor with edgy self control and speaks his mind.........all Presidential qualities.

Once again, Rob is so right. Here, one more time, is the proof that cylinder head porting is useless. Note the differences between post #43 and #44. By installing a very mild set of ported iron heads the horsepower gain, peak to peak, was a measly 62HP. Fuh-ged-ah-bow-dit. Dyno testing a...